Temperature controlling means for railway cars



May 10, 1938. J. F. FRESE 2,117,243

TEMPERATURE CONTROLLING MEANS FOR RAILWAY CARS Filed April 6, 1936 Patented May 10, 1938 UNITED STATES TEMPERATURE CONTROLLING MEANS FOR RAILWAY CARS Joseph F. Frese, Baltimore, Md., assignor to Monitor Controller Company, Baltimore, Md., a corporation of Maryland Application April 6, 1936, Serial No. 73,024

4 Claims.

This invention relates to electrically operated means for maintaining the air in railway passenger cars at a desired temperature either in warm or cold weather while the car is in service, and for maintaining a suitable temperature in the car while the car may be out of service in cold weather. In carrying out the invention, I provide an air cooling system for use in warm weather comprising a compressor for compressing refrigerating fluid, a condenser and a refrigerating coil, a motor for operating the compressor, one or more motors for circulating cooling fluid around the condenser and one or more fan motors for circulating the air in the car past the refrigerating coil to cool the air and thermally controlled means for starting the compressor motor and the condenser motors when the temperature in the car is above a desired normal and for stopping these motors when the temperature falls to said desired normal. Such cars are provided with steam pipes through which steam is carried from the locomotive to suitable radiators in the car, to heat the car in cold or chilly weather, and I provide thermally controlled electro-magnetic means for automatically opening a valve in the heating system when the temperature of the air in the car falls below the aforesaid desired normal temperature and for closing the valve when the temperature is about normal. Thus, in changeable weather, while the car is in service, the heat controlling means may operate to raise the temperature of the air in the car to a desired normal at one time and the cooling system may operate to lower the temperature of the air in the car at another time on the same day or on different days. I provide interlocking connections whereby the heating and cooling system cannot operate simultaneously and also means whereby, when the car is uncoupled from a train and placed in storage, the cooling system cannot operate, but the heat controlling means may operate providing the steam pipe is connected to a suitable steam generator.

In the accompanying drawing which illustrates the system diagrammatically, (1 indicates a compressor for compressing the refrigerating fluid, at indicates a condensing coil and a indicates a refrigerating coil, these coils being in series in a circulating pipe system a connected to the compressor. A high pressure valve a at the high pressure side of the compressor opens and relieves the pressure if it becomes abnormally high. An electric motor h is provided for operating the compressor; one or more motors c are provided for circulating cooling fluid around the condenser, and one or more fan motors d are provided for circulating the air in the car past the refrigerating coil, to cool the air. The train-pipe of the air brake system is indicated at e and a pipe forming a part of the heating system is shown at *1,

and one or more fan motors g are provided for circulating the air of the car over the heat radiating surfaces. The supply wires leading from a current source such as a battery or generator on the car are indicated at L and L.

To provide for keeping the temperature within the car at a suitable degree above the freezing temperature while the car may be stored or out of use in the winter time, the steam pipe f may be connected to a suitable stationary heating plant and the temperature will then be regulated automatically by electromagnetic valve actuating means controlled by a thermostat. As shown, a valve 1 is arranged in the steam pipe 1 and this valve is movable to the closed position by an electromagnet 2 and to the open position by an electromagnet 3. The armatures of the electromagnets are connected to a valve lever 4 and this lever has at its free end a contact piece 5 which electrically connects stationary contacts 6 and 1 when the valve is in closed position, and which electrically connects stationary contacts 8 and 9 when the valve is in the open position. Contact 6 is connected by conductor [0 to the coil of magnet 3 and thence to supply wire L by conductor ll, and contact 8 is connected to coil of magnet 2 and thence to supply wire L by conductor l2. Contact I is connected by conductor Hi to stationary contact Id of relay h and contact 9 is connected by conductor I5 to relay contact [6. The relay It has a contact arm H which normally engages contact l6 and which is movable into engagement with contact l4 when the magnet l8 of the relay is energized. The relay also has a contact arm H] which is movable with the arm H but which performs no function when the car is in storage and disconnected from the locomotive. The circuit for the magnet of relay h extends from supply wire L through conductor 20 to the magnet coil and thence by conductor 2! to the supply wire L. Included in the part 20 of this circuit is a manually operable switch 22 and a thermostat switch 23.

When the car is in storage in cold weather, steam will be admitted to the pipe j of the heating system of the car from a stationary heating plant. To keep the air in the car above the freeaing temperature, the manually operable switch 22 will be closed to make up the circuit to the coil of relay h through the thermostat switch 23 which closes at a predetermined low temperature and opens at a predetermined high temperature in the car. When the thermostat switch closes, the relay magnet is energized and the contact arm I! is moved out of engagement with the contact 16 and into engagement with the contact M. This completes a circuit to the coil of the valve operating magnet 3 from supply wire L through the magnet coil and by conductor it] through contacts 5, 6 and 1, conductor l3, contact l4, switch arm H and conductor 2| to supply wire L. Magnet 3 immediately moves the valve to open position to admit steam to the heating system of the car. In moving to open position, the contact member 5 on the valve lever opens the circuit to magnet 3 and makes up acircuit to magnet 2 at the contacts 8 and 9, but this latter tircuit is open at the relay contact l6 and remains open as long as the thermostat is closed and the relay magnet is energized. When the temperature in the car rises sufficiently to cause the thermostat switch to open the circuit of the relay magnet, the relay arm ll moves into engagement with contact l6, thus completing the circuit to the valve operating magnet 2 through the contact 5 on the valve lever and the contacts 8 and 9. Magnet 2 then moves the lever to close the valve, at the same time opening the circuit through its coil and making up a circuit to the coil of magnet 3 at the contacts 6 and 1, but this latter circuit is then open at the relay contact I4 and remains open until the thermostat switch again closes the circuit of the relay magnet. Thus, each valve operating magnet, after moving the valve, opens its own circuit and makes up a circuit for the opposing magnet, and current is on the magnets only momentarily, in the normal working of the apparatus.

When the car is out of service in cold weather and heat is supplied from an external source, as there are no passengers in the car, it is unnecessary to operate the fan motors g to circulate the air in the car and therefore the connections are such that these motors can be operated only when the car is coupled in a train. In warm summer weather, the heating system Will not be required, whether the car is idle or in service, and therefore the switch 22 will be left open so that the relay h which controls the steam valve and also forms a part of the controlling means for the motors g will be inoperative.

When the car is in service, the pipe 1 will receive steam from the locomotive and the train pipe e of the air brake system will contain air under pressure. A switch 2 3 which is always open when the car is disconnected from the locomo tive, is always closed by the air pressure in the train pipe when the car is coupled to a locomotive. Through this switch and interlocking connections, circuits are made up for operating the heated air fan motors y when the car requires heating and the steam valve is open, or for operating the fan motors d when the heat is not required and the steam valve is closed. In order to cause operation of any of the fan motors, g or d, a push button switch marked Fan must first be closed in order to close a relay 1'.

As shown, a circuit extends from supply wire L through conductor 25 and a normally closed switch marked Stop" and through conductor 26, switch 24 and conductor 21 to coil of magnet 29 of a relay 7, thence by conductor 30 to stationary contact 3! of relay h. A conductor 33 extends from conductor 21 to coil of magnet 28 of a relay k and thence to stationary contact 32 of relay h. The contact arm I9 of relay it rests against contact 3! when the steam valve is closed and is movable into engagement with contact 32 when the steam valve is opened. A conductor 34 connects'said contact arm to the contact arm '35 of the normally open relay 2'. When relay 2 is closed, conductor 34 is connected through conductors 36 and 31 to supply wire L. Hence, if contact arm I 9 of relay h is in engagement with contact 3| and relay i is closed, current will flow through the coil of magnet 29 of relay 7, and if contact arm IQ of relay h is in engagement with contact 32, current will not flow through the magnet coil of relay 1' but will flow through the magnet coil of relay is. Relay 7 has a contact arm 38, normally in open position, adapted to engage contact 39 when the relay is closed. Contact 39 is connected by conductor 40 to the fan motors d which are connected to supply wire L and contact arm 38 is connected by conductor 4| to supply wire L', so that when said relay closes, these motors will operate. Contact arm 42 of relay is is connected by conductor 43 to the heated air fan motors g which are connected to supply wire L, and when the relay closes, it will connect the motors g through conductors M and 2| to supply wire L and these motors will operate to circulate the air of the car past the heating surfaces.

As before stated, the Fan push button must be depressed to energize the magnet of relay 2' and cause this relay to close in order that either of the relays 9' or k can be closed to operate the motors d or g. The normally open Fan push button switch is arranged in a conductor 37 which extends from conductor 26 to a resistance :15 and coil 46 of a low voltage relay m, which resistance and coil are connected by conductor 31 to supply wire L. Normally, depression of the Fan button causes the relay magnet to be energized and its arm 41, which is connected by conductor 48 to conductor 26, closes a holding circuit '49 for the magnet coil 4'6 and also connects conductor 38 to conductor 50 which leads to the coil of magnet 5| of relay 2 and thence by conductor 3? to supply wire L'. Depression of the Fan push button switch therefore causes relay i to close and complete the circuit from contact arm IQ of relay it through conductor 34, contact member 35, contact 36 and conductor 31 to supply wire L. While this condition exists, as long as contact arm 19 is in normal position against contact 3|, the relay 7' will be energized and the fan motors d will operate; but if low temperature causes thermostat 23 to close and relay h to shift the arm [9 to contact 32, fan motors d 1 will stop and motors y will operate. Depression of the Stop push button will open the circuit to the low voltage relay coil and the relay will open the circuit to the magnet coil of relay i, which relay will open the circuit to arm l9 of relay h and hence no current can flow to the magnets of relays 7' or k and the fan motors in operation at the time the Stop switch is depressed will be stopped.

In warm weather the thermostat switch 23 of the heat controlling means will remain open and the relay it will not operate, hence contact arm I 9 will remain in engagement with contact 3| and the air circulating fan motors d'will oper- 'ate afterdepression of the Fan push button.

These fan motors may be operated to circulate air in the car without operating the refrigerating apparatus, but the interlocking connections are such that they must be in operation before the compressor motor and condenser motors can be operated. This is to avoid the possibility of operating the compressor without having the fans in operation to circulate the air over the refrigerating coils.

After the circulating fan motors d have been started by depression of the Fan push button switch, another push button switch 52, marked Comp, must be depressed to condition the circuits for operating the compressor motor b and the condenser motors c. When the motors d are in operation, relay 2' is closed and the contact arm 38 of relay 1' is also in closed position and another arm 53 of the latter relay is in engagement with a contact 54 which is connected to conductor 34. Arm 53 is connected by conductor 55 to contact arm 56 of a relay n which is adapted to engage contact 51 when the relay is closed. This relay has an arm 58 adapted to engage a contact 53, and arm 58 is connected by conductor 63 to conductor 26 which is connected to supply wire L through the Stop switch. The push button switch 52 is adapted to complete a circuit from the supply wire L and conductor 28 through the push button switch and conductor 6| to the coil of magnet 62, thence through conductors 68 and 34 to contact arm 35 of relay 2' and conductors 36 and 31 to the supply wire L'. When this circuit is completed by the momentary depression ofthe push button switch 52, contact arm 58 will close a holding circuit for the coil of magnet 62 through conductor 63 in shunt to the switch 52, and arm 56 will engage contact 51 and connect a conductor 64 to the side L of the supply circuit through conductor 55, arm 53 and contact 54 of relay 7', conductor 54, arm 35 of relay 1 and conductors 36 and 31.

Conductor 64, connected as described, to the supply wire L, when the relays controlling fan motors d are closed, extends to the coil of magnet 65 of a relay 0, thence through a thermostat switch 66 and a manually controlled switch 61 to conductors 26 and 25 and thence through the Stop switch to the side L of the supply circuit. Thus, after the closure of the Fan push button switch and the compressor push button switch in succession, the magnet of relay 0 will be energized, providing the thermostat switch 66 and the manually controlled switch 61 are closed. The relay 0-, which constitutes a starter for the condenser motors c and controls the operation of a starter S for the compressor motor, has a contact arm 68, normally in open position and adapted to engage a contact 69 in closed position. When the relay magnet is energized, a circuit is completed to the condenser motors c from supply wire L through conductor 18 to contact 89, thence through arm 68 and conductor H to the motors c which are connected to the supply wire L, as shown. These motors will then operate. The relay also has an arm 12 adapted to engage a contact 13 which is connected to the conductor 64 and when this relay closes, the arm 12 connects the conductor 64 to a conductor 14 which leads to the contact member 15 of a retarded relay t. The starter S has contactors s, s and s for closing the armature circuitof the compressor motor and for cutting the starting resistance out of said circuit. The

contactor arm 18 of contactor s has an insulated contact 11 which normally rests against a stationary contact 18 connected to conductor 14 and a stationary contact 19. In its normal position, the arm of contactor s completes a circult to the coil of magnet 88 of contactor s from conductor 14 to contacts 11, 18, and 19 to conductor BI, thence to coil of magnet 88, thence by conductor 82 to conductor 83 and through a high pressure cut-out switch 84 and conductor 83* to conductor 64 and thence through thermostat 66 and manually controlled switch 61 and through conductor 25 and the Stop switch to supply wire L. Hence when the relay magnet 65 is energized and the contact arm 12 of relay 0 is moved into engagement with contact 13, the

magnet 88 of contactor s will be energized and the contact arm 85 will be moved to closed position and will close the circuits of the compressor motor I).

The armature circuit of the compressor motor extends from supply wire L through conductors 86 and 81 to contact 88 and contactor arm 85 to conductor 89 through resistances 98 and 9I to the armature 92 and thence to supply wire L. The shunt field circuit extends from the contactor arm through conductor 93 to the shunt field winding 94 and thence to the supply wire L. When the contactor s closes, the compressor motor starts and insulated contact 95 on the arm engages contacts 98 and 91 and connects conductor 14 to a conductor 88 which leads to the coil 99 of the retarded relay t and thence to conductor 83, through switch 84 to conductor 64, thence through thermostat switch 66, manually operable switch 61 and the stop switch to sup ply wire L. The retarded relay will move its contact member upward gradually, said member first engaging a stationary contact I88 and then engaging a stationary contact I8I. When it engages contact I88, a circuit is completed from conductor 14 through contacts 15 and I88 to conductor I82 which leads through coil of magnet I83 of relay s and thence through conductors 82 and 83, switch 84 and conductors 83 64, and 25 to the supply wire L. Contactor arm I84 will close and connect conductor 86 to armature circuit 89, cutting out resistance 98. Next, contact member 15 will engage contact I8I and connect conductor 14 to conductor I85 which leads through coil of magnet I86 of contactor s to conductor 82 and thence through conductors 83, 83 and 64 to the supply wire L. Contactor arm 16 will close and connect conductor 86 to the arma ture circuit 89, cutting out resistance section 9|. In closing, a contact I81 on the contactor arm will establish a holding circuit for the coil of magnet I86 from conductor 14 through resistance I88, and contact 11 will break the connection between conductors 14 and 8!, thereby deenergizing the magnet of contactor s and permitting its contactor arm 85 to move to normal position, opening the circuit to coil 99 of the retarded relay t. The contact member 15 of the relay 1. will drop downward, breaking the connections between conductor 14 and the magnet coils of relays s and The contactor arm or relay s will return to normal position but the magnet coil of contactor s will remain energized through its holding circuit and the compressor motor will continue to run until the circuit through the coil of magnet I86 is interrupted at some point in the system. If the thermostat switch 65 opens, due to lowering temperature in the car, the relay or contactor 0 will open, stopping the motors o and the contactor s will open, stopping the compressor motor, and its armature 18 will return to normal position, connecting the conductors 14 and 8I, thus conditioning the cirpressure goes down and said switch closes, the compressor motor will start.

When it is desired to stop the working of the refrigerating mechanism, the Stop push button is depressed. This causes the low voltage relay m to open the circuit of the magnet of relay 2 and this relay opens the circuit to the magnet of relay n'which opens the control circuit 64 for the compressor and condenser motors so that these cannot operate. The opening of relay i also opens the circuit through conductor 34 to the magnet of relay 9, causing the stoppage of the cooling fan motors d. To place the system in condition for operation again, it is first necessary to depress the Fan button, to cause closure of the relays m, z and 9', which starts the fan motors d. These fan motors may be operated as long as desired independently of the compressor and condenser motors. The relays i and :i, when closed, make up a circuit through conductors 31, 36, 54 and 55 to the arm 56 of relay 11. After the fan motors d have been started, depression of the push button switch 52 causes relay n to connect conductor 55 with conductor 64, thus completing the control circuit for the compressor and condenser motors so that they may operate when the thermostat switch 66 is closed.

When the car is coupled in a train, the air pressure switch 24 is closed. If the Fan push button is depressed and the temperature in the car is at or above a desired normal, the heat controlling device will not work because the thermostat switch 23 will be open and relay h will be inoperative; but the circuit to the magnet 29 of relay 7' will be complete through arm IQ of relay h and the fans at will operate when said relay closes, and upon depression of the push button switch 52, the refrigerating apparatus will operate automatically to reduce the temperature in the car to the desired normal. In cold weather, however, where the temperature in the car is low enough to cause thermostat 23 to close, the relay h will operate to open the steam valve and also interrupt the circuit to the magnet of relay 7', so that the cooling fan motors d cannot operate, and at the same time the relay it will close the circuit to the magnet of relay is and the latter relay will connect the motors g to the supply circuit, and these motors will circulate the heated air. Since the relay 7' cannot operate while the heat controlling relay is closed and the steam valve open, the circuit through contact member 53 of relay 7' to conductors 55 and 64 will remain open at relay 9', and the compressor and condenser motors cannot operate, even though the push button switch 52 be depressed after the Fan push button switch has been depressed. Thus, there can be no interference between the heat controlling mechanism and the air cooling system. 'As before described, when the car is out of service, 'the pressure controlled switch 24 is open and neither the cooling fan motors northe motors connected with the heat controlling means can be operated; but the heat controlling valve can operate independently of the rest of the mechanism if the steam pipe 1 be connected to a sta- 'tionary steam heating plant.

What I claim is:

1. In temperature regulating means for railway cars having steam heating means and an electrical supply circuit, an air cooling system comprising a fan motor for circulating cooled air in the car and a relay for connecting said motor to the supply circuit, heat regulating means including a valve for turning on and ofi the steam, electro-magnetic means for operating the valve, a thermally controlled relay for controlling said latter means and a fan motor for circulating the heated air, a relay for connecting the latter motor to this supply circuit, and a circuit for the magnets of the fan motor relays, said thermally controlled relay adapted to connect the magnet of the relay associated with the first-mentioned fan motor in the latter circuit when the steam valve is closed and to disconnect said last mentioned magnet and connect the magnet of the relay associated with the second fan motor in said latter circuit when the steam valve is opened.

2. In temperature regulating means for railway cars having steam heating means, air brakes and an electrical supply circuit, an air cooling system comprising a fan motor for circulating cooled air in the car and a relay for connecting said motor to the supply circuit, heat regulating means including a valve for turning on and off the steam, electro-magnetic means for operating the valve, a thermally controlled relay for controlling said latter means, a fan motor for circulating the heated air, a relay for connecting the latter motor to the supply circuit, a circuit for the magnets of the fan motor relays including a switch normally closed by the pressure in the air brake system while the car is coupled in a train and which is normally open when the car is uncoupled, manually controlled means for closing said circuit for the relay magnets when said switch is closed, and means controlled by said thermally controlled relay adapted to connect the magnet of the relay associated with the firstmentioned fan motor in the latter circuit when the steam valve is closed and to disconnect said last-mentioned magnet and connect the magnet f the relay associated with the second-mentioned fan motor in said latter circuit when the steam valve is opened.

3. In temperature regulating means for railway cars having air brakes and an electrical supply circuit, an air cooling system comprising a fan motor for circulating cooled air in the car and a relay for connecting said motor to the supply circuit, a circuit for the magnet of said relay including a switch normally closed by the pressure in the air brake system while the car is coupled in a train and which is normally open when the car is uncoupled and out of service, and manually controlled means for closing said relay magnet circuit when said switch is closed.

4. In temperature controlling means for railway cars having steam heating means, air brakes and an electrical supply circuit, a valve for turning on and off the steam, electro-magnetic means for opening and closing said valve, a thermally controlled relay controlling said latter means to open the valve at a predetermined low temperature and to close the valve at a predetermined higher temperature, an electric motor for circulating the heated air, a normally open relay for closing the circuit of said motor and a circuit for the magnet of the latter relay adapted to be closed by said first-mentioned relay when the steam valve is opened and the car is in service, said last-mentioned circuit including a switch which is normally closed by air pressure in the brake system when the car is in service, and which is normally open for lack of air pressure when the car is out of service.

JOSEPH F. FRESE. 

